BR112020013510A2 - PROCESS OF CONTROL OF THE DENTALIZATION OF THE TOOTH OF AN INTERNAL TRANSMISSION COUPLER, TRANSMISSION OF THE HYBRID MOTORPROOF GROUP, AND, HYBRID MOTORPROOF GROUP - Google Patents

Abstract

RESUME PROCESS OF CONTROL OF THE DENTALIZATION OF THE TOOTH OF AN INTERNAL TRANSMISSION COUPLER, TRANSMISSION OF THE HYBRID MOTORPROOF GROUP, AND, HYBRID MOTORPROOF GROUP Process for controlling the detachment of the toothing of an internal transmission coupler (8, 12), placed under the command of a passage driver (16) to engage or disengage a transmission ratio of the torque provided by a thermal motor connected to the input of the transmission without cutting clutch, characterized by the fact that when the thermal engine enters a critical situation of risk of drowning in deceleration over an engaged ratio, a first critical zone is determined in function of the thermal engine (¿) which forces the actuator (16) to detach the relationship to prevent drowning, and a second critical zone is determined in function of the engine speed and its deceleration, in which the drowning of the engine is controlled by prohibiting fuel injection.

Description

“PROCESS OF CONTROL OF THE DISCHARGE OF THE TOOTHING OF AN INTERNAL TRANSMISSION COUPLER, TRANSMISSION OF THE HYBRID MOTORPROOF GROUP, AND, HYBRID MOTORPROOF GROUP”

[001] The present invention relates to the control of powertrains of hybrid vehicles.

[002] More precisely, it has as its object a process of controlling the detachment of the toothing of an internal transmission coupler, placed under the command of a passage actuator, to engage or disengage a transmission ratio of the torque provided by a thermal motor connected to the transmission input without cutting clutch.

[003] It also has as its object a transmission and a hybrid powertrain, composed of a thermal motor connected without cutting clutch to a first transmission input shaft, an electrical machine connected to a second transmission input shaft, and from at least one coupler to the coupling teeth on a speed pinion placed under the command of a pass-through driver.

[004] In most road vehicles, the transmission of energy from the engine to the wheel is done through a multi-configuration gearbox.

[005] Certain hybrid vehicles have boxes with claws, or "ears", without cutting clutch between the thermal engine and the box.

[006] From the publication WO 2014/207332, a hybrid transmission of this type is known, having several electrical, thermal and hybrid relationships, where the torques of the thermal engine and at least one electric machine are added in the direction of wheels. The torque of thermal origin is transmitted to the wheels on a «thermal» transmission ratio, and that of the torque of the main electrical machine on a «electrical» relationship.

[007] Thermal engines cannot operate under a certain regime. In robotic, or automated, classic transmissions, a demand for decoupling the engine from the wheels is imposed on the clutch during braking, risking making the engine drown. In the absence of a cut-off clutch at the transmission entrance, braking can put the engine in conditions that do not allow it to function normally, and eventually cause it to drown.

[008] In the hybrid power units (GMP) mentioned above, the engagement and detachment of the claws is done through a strategy involving both the control of the internal drives of the transmission, and the control of the torque drivers of the vehicle (engine internal combustion and electric motor.

[009] To ensure the disengagement of the pinions of the box, it is necessary to reduce the residual torque in the claw below a certain threshold, for a sufficient period of time. In a brutal braking situation, the actuators involved do not always have the capacity to achieve these objectives, before the engine enters a degraded operating range.

[010] When the speed is in a very low speed range to be able to operate normally, the internal combustion engine causes explosions to generate positive torque and regulate idling. These explosions cause shocks and vibrations, which impact the entire vehicle through the kinematic chain. They are felt very unpleasantly by users

[011] The purpose of the present invention is to limit the shocks and vibrations transmitted to the kinematic chain and to the vehicle, due to the degraded operation of the thermal engine, or by drowning.

[012] For this purpose, when the thermal motor enters a critical situation of risk of drowning in deceleration over an engaged relationship - a first critical zone is determined, depending on the thermal motor regime, in which the driver is forced to release the relationship to prevent drowning, and - determined according to the engine speed and its deceleration, a second critical zone, in which the drowning of the engine is controlled by prohibiting fuel injection.

[013] Preferably, the first critical zone is a zone in which the driver has the ability to loosen the ratio as a result of the resulting torque exerted by the rotating parts of the transmission, on the teeth of the coupler.

[014] Preferably, the second critical zone is a zone in which the driver does not have the ability to detach the ratio, depending on the resulting torque exerted by the rotating parts of the transmission on the teeth of the coupler.

[015] In the proposed transmission and hybrid GMP, the pass-through driver and the injection of the thermal engine are controlled according to this strategy.

[016] The present invention will be better understood by reading the description that follows in a non-limiting embodiment of the latter with reference to the accompanying drawings, in which:

[017] - Figure 1 schematically represents a hybrid GMP architecture,

[018] - Figure 2 shows the efforts at stake on a gearbox coupler with claws

[019] - Figure 3 illustrates the proposed strategy.

[020] Gearbox 1 in figure 1 is, for example, of the “robotized” type. Its operation is that of a manual gearbox, but gear shifts are automated. In the diagram, an electrical machine, called HSG (for high voltage alternating starter) 2, a thermal motor 3 over a massive primary tree 4, is represented. Another electric machine 5 called ME, which is more powerful than the first, is assembled on a hollow primary shaft 6. The secondary shaft of box 7 is connected to the differential (not shown), and then to the vehicle wheels.

[021] A first sliding gear coupler and claws 8 located on the secondary shaft 7 allows to modify the relationship of the electric machine ME 5, independently of the rest of the box to have two electrical relations EV1 and EV2. The second sliding gear coupler and claws 9, located on the massive primary shaft 4, allow to modify the relationship of the thermal motor 3 separately from the electrical relationships, to establish two thermal relationships Th2 and Th4, independent of the electrical relationship. The third coupling of sliding gear and claws 11 located on q transfer tree 10 allows to establish a third thermal relationship Th3, when it moves to the right in the diagram.

It is possible to independently choose the desired ratio on the first ME electric machine and the desired one on the Mth thermal motor group and the second HSG 2 electric machine at each instant. The combinations of thermal and electrical relationships, allow to obtain hybrid relationships .

[022] In figure 2, a coupling with teeth, or straight claws, (also called ears) of gearbox, as the couplers 8 and 11 of figure 1, was shown schematically. Coupler 8, 11 has coupling teeth 12 attached to a sliding gear 14 connected in rotation to the shaft 1a (in a dotted line in the diagram), and sliding on the latter under the command of a fork 15 of the drive driver 16 (not shown). The axial displacement of the sliding gear 14 determines the engagement or detachment of a relation, by the coupling / uncoupling of its claws 12 with the claws 13 of a speed pinion (not shown) rotating on the shaft 1a. The sliding gear 14 is fixed in rotation on the shaft 1a. Its displacement [axial is effected under the action of a fork 15, placed under the command of a passage actuator

16. The straight arrow f represents the torque force on the motor shaft imposed on the sliding gear. The rotating arrow C2 illustrates the torque in the drive shaft (not shown) that is imposed on the crazy pinion. The force resulting from the torques Cl and C2 in the jaws of the pinion pinion has a tangential component T, and a longitudinal component, which translates to a frictional force 1 between the jaws 12 and 13. Force 1 is opposed to the effort of the driver 16 , and can delay or delay the trip of the interface. In order to ensure the release of the claws, the actuator 16 exerts a force on a sliding gear 14 which has a degree of freedom in slide in relation to the transmission shaft 1a.

[023] The box actuators have limited capacities, although it is necessary to limit the maximum resulting from the torques Cl, C2, applied, or better, cancel them, to ensure the detachment of the claws in the best conditions. However, the achievement of the torque adjustment points by the electric machines and the thermal engine of the GMP, in turn, is limited in amplitude by the performance of these organs. Finally, the approval restrictions and their dynamic performance also limit the achievement of torque adjustment points.

[024] In these conditions, there are situations where the disengagement of the claws cannot be performed: - in certain cases, the result of the torques does not decrease to allow the displacement of the sliding gear, - in other cases, the result of the torques decreases sufficiently, but the period during which its value allows the sliding gear to move is very short, before the torque is reversed and increases again in the opposite direction.

[025] The process of the invention consists in controlling the detachment of the toothing of the internal transmission coupler 8, 12, placed under the command of a passage driver 16 to engage or detach a transmission ratio of the torque provided by a thermal motor connected to the transmission inlet without cutting clutch. The proposed method is based on the detection of a critical situation. The detection is based on the observation of the motor regime, and its derivative. Without departing from the framework of the invention, the detection of a critical situation can also be based on an alert from the braking system.

[026] When the thermal motor enters a critical situation of risk of drowning in deceleration over an engaged relationship, - a first critical zone is determined in function of the thermal motor regime, in which the driver 16 is forced to release the relationship to prevent drowning, and - a second critical zone is determined according to the engine speed and its deceleration, in which the drowning of the engine is controlled by prohibiting fuel injection.

[027] The engine deceleration can be determined by the value of the derivative of its regime (d / dt), or by the vehicle's braking system.

[028] The general principle is to detect the two distinct critical zones, depending on the observation of the motor regime and its deceleration: - the first critical zone, where there is a risk of drowning and where the system has the capacity to decouple the wheel motor, and - the second critical zone, where there is a risk of drowning and where the system does not have the ability to decouple the motor from the wheels.

[029] In the first zone, the answer is to force the decoupling, exceeding the point of general adjustment of the state of the kinematic chain: in this zone, the driver 16 has the ability to detach the relation according to the resulting torque exerted by the rotating parts transmission, over the coupler teeth.

[030] In the second zone, this response consists of controlling the drowning of the thermal engine by forbidding fuel injection: in this zone, the actuator does not have the ability to detach the ratio, depending on the resulting torque exerted by the rotating parts of the transmission on the coupler teeth.

[031] In the particular case of a hybrid GMP without a cut-off clutch at the transmission entrance, such as the one in figure 1, the transmission regroups the torque of the thermal motor and that of at least one electric machine over several different transmission ratios. The invention envisages in this case the activation of the described double strategy: the first strategy known as «anti-drowning strategy», and the second strategy known as «drowning strategy», according to the conditions found. As indicated above, the zones of application of these two strategies can be determined by ranges of values of the engine speed , and their variation, depending on time, preferably filtered. According to the illustration in figure 3, three operating zones are identified, depending on the thermal motor regime , and its derivative d / dt: - a first zone A, called nominal operation, or "nominal mode" , where no particular strategy is applied, - a second intermediate zone B for activating the "anti-drowning strategy", and - a third zone C for activating the "drowning strategy".

[032] The proposed transmission, illustrated by figure 1, comprises at least one internal coupler 8, 11, placed under the command of a pass-through driver

16 to engage or disengage a gear ratio from the torque provided by a thermal motor connected to the transmission input without cutting clutch.

[033] According to the invention, the pass-through driver 16 and the injection of the thermal motor are controlled according to the process described above.

[034] In a particular embodiment, the couplers 8, 11 involved are with sliding gear 14 and claws 12.

[035] The proposed hybrid GMP is composed of a thermal motor connected without cutting clutch to a first transmission input shaft 4, an electrical machine (ME) connected to a second transmission input shaft and at least one coupler with coupling teeth 8, 11 on a speed pinion placed under the control of a pass-through driver. According to the invention, the thermal motor and coupler drives are controlled according to the process described above.

[036] Such a GMP Hybrid may include, in addition to a thermal motor and a main electrical machine ME, an electric HSG recharging machine providing the torque on the thermal relationships. The strategy described is then applicable under the following conditions: - a "thermal relationship" is engaged, that is, the thermal motor is mechanically coupled to the wheels on a transmission relationship, whatever the state, notably when the electric recharging machine is used to compensate for the torque bore in the course of the passage between ZI and Z2, when the thermal motor is cut, and - the derivative of the HSG electric recharge machine regime, d / dt is in a first activation zone.

[037] The "drowning strategy" is applicable when: - a "thermal relationship" is engaged, that is, the thermal motor is mechanically coupled to the wheels on a transmission relationship, whatever the state of the thermal motor, notably when the HSG electric recharging machine is used to compensate for the torque bore in the course of the passage between the two electrical relations, when the thermal motor is cut, and

- the derivative of the HSG electric recharge machine regime, d / dt is in a second activation zone, where the anti-lock braking system (ABS) is active.

[038] The invention makes it possible to limit the impact shocks on the kinematic chain, which can impact its reliability, as well as the discomfort associated with these shocks for passengers.

Claims (10)

1. Process for controlling the detachment of the toothing of an internal transmission coupler (8, 12), placed under the command of a passage actuator (16) to engage or detach a torque transmission ratio provided by a thermal motor connected to the transmission input without cutting clutch, characterized by the fact that when the thermal engine enters a critical situation of risk of drowning in deceleration over a gear ratio engaged - a thermal engine () determines a first critical zone, in which the driver (16) is forced to release the relationship to prevent drowning, and - a second critical zone, in which the drowning of the engine is controlled according to the motor regime and its deceleration prohibiting fuel injection. 2. Control process according to claim 1 characterized by the fact that the first critical zone is a zone in which the actuator (16) has the ability to release the ratio according to the resulting torque exerted by the rotating parts of the transmission, on the coupler teeth. 3. Control process according to claim 1 or 2, characterized by the fact that the second critical zone is a zone in which the driver does not have the ability to release the ratio, depending on the resulting torque exerted by the rotating parts of the transmission on the coupler teeth. 4. Control process according to claim 1, 2 or 3, characterized by the fact that the motor deceleration is determined by the value of the derivative of its regime (d / dt). 5. Control process according to claim 1, 2 or 3, characterized by the fact that the engine deceleration is determined by the vehicle's braking system. 6. Control process according to claim 3, 4 or 5, characterized by the fact that the second critical zone is a zone in which the duration in which the driver (16) has the ability to detach the relationship, is very short . 7. Control process according to claim 4 or 6, characterized by the fact that three operating zones are identified, depending on the thermal motor regime (), and its derivative (d / dt): - one first zone (A), where no particular strategy is applied, - a second zone (B), for activating an anti-drowning strategy, and - a third zone (c) for activating a drowning strategy. 8. Hybrid powertrain transmission comprising at least one internal transmission coupler (8, 11), placed under the command of a pass-through driver (16) to engage or disengage a transmission ratio from the torque provided by a thermal motor connected to the transmission inlet without cutting clutch, characterized by the fact that the pass-thru (16) and the injection of the thermal motor are controlled, as defined in one of the preceding claims. 9. Transmission according to claim 8, characterized by the fact that the coupler (8, 11) involved is a coupling with sliding gear (14) and claws (12). 10. Hybrid powertrain consisting of a thermal motor (Mth) connected without a cutting clutch to a first transmission input shaft (4), an electrical machine (ME) connected to a second transmission input shaft, and at least at least one coupler with coupling teeth (8, 11) on a speed pinion placed under the control of a pass-through driver, characterized by the fact that the thermal motor and the coupler drivers are controlled, as defined in one of claims 1 to 7.